US6330504B1 - Vehicle driving force control with operator power demand responsive correction - Google Patents

Vehicle driving force control with operator power demand responsive correction Download PDF

Info

Publication number
US6330504B1
US6330504B1 US09/547,884 US54788400A US6330504B1 US 6330504 B1 US6330504 B1 US 6330504B1 US 54788400 A US54788400 A US 54788400A US 6330504 B1 US6330504 B1 US 6330504B1
Authority
US
United States
Prior art keywords
driving force
vehicle
correction
control system
microprocessor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US09/547,884
Other languages
English (en)
Inventor
Nobusuke Toukura
Mikio Nozaki
Daisuke Yoshinoya
Masayuki Yasuoka
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Assigned to NISSAN MOTOR CO., LTD. reassignment NISSAN MOTOR CO., LTD. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: YOSHINOYA, DAISUKE, NOZAKI, MIKIO, YASUOKA, MASAYUKI, TOUKURA, NOBUSUKE
Application granted granted Critical
Publication of US6330504B1 publication Critical patent/US6330504B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/107—Infinitely variable gearings with endless flexible members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/16—Driving resistance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/40—Altitude
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/105—Output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H2059/142—Inputs being a function of torque or torque demand of driving resistance calculated from weight, slope, or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/60—Inputs being a function of ambient conditions
    • F16H59/66—Road conditions, e.g. slope, slippery
    • F16H2059/666—Determining road conditions by using vehicle location or position, e.g. from global navigation systems [GPS]

Definitions

  • the present invention relates to a driving force control for an automotive vehicle.
  • standard resistance or “standard running resistance” is herein used to mean any force which opposes the motion of an automotive vehicle which is driven to keep on rolling over the surface of a flat road having 0% gradient at a constant vehicle speed.
  • running resistance is herein used to mean any force that opposes the motion of an automotive vehicle, which is driven to keep on rolling over the surface of a road at a constant vehicle speed. Running resistance is equal to standard resistance if an automotive vehicle is driven to keep on rolling over the surface of a flat road having 0% gradient at a constant vehicle speed. Running resistance increases and becomes greater than standard resistance if the automotive vehicle is accelerated to increase speed from the constant vehicle speed.
  • acceleration resistance is herein used to mean this increment or difference in running resistance that has occurred due to acceleration.
  • Running resistance is greater when the automotive vehicle is driven to keep rolling over the surface of a flat road having gradient greater than 0% at a constant vehicle speed than standard resistance for the same vehicle speed.
  • gradient resistance is used to mean this increment or difference in running resistance.
  • JP-A 6-88541 discloses a driving force control system for an automotive vehicle having an engine with an electronically controlled throttle and an automatic transmission.
  • a target driving torque is determined against current accelerator pedal opening and vehicle speed.
  • First and second throttle opening degrees are calculated.
  • the first throttle opening degree is a function of the target driving torque.
  • the second throttle opening degree is proportional to the accelerator pedal opening degree.
  • the first and second throttle opening degrees are combined to give a combined throttle opening degree.
  • the combined throttle opening degree is applied to an electronically controlled throttle.
  • a proportion of the first and second throttle opening degrees reflected in the lo combined throttle opening degree is determined in response to the accelerator opening degree.
  • a target engine output torque is determined which accomplishes the corrected target driving force.
  • the opening degree of the electronically controlled throttle valve is adjusted to accomplish a target driving torque that has been determined as a function of the corrected target driving force.
  • the opening degree of the throttle is determined as a linear function of the opening degree of the accelerator. This measure is intended to give the vehicle operator acceleration feel fit to the operator's demand.
  • This United States Patent Application has proposed a driving force control system that includes an ordinary target driving force generator that generates an ordinary target driving force (tTd#n), and a running resistance increment generator that generates a running resistance increment (RESTRQ).
  • the ordinary target driving force (tTd#n) is given after retrieving a map using accelerator pedal opening (APO) that is equivalent to operator's depression of the vehicle's accelerator pedal and vehicle speed (VSP).
  • APO accelerator pedal opening
  • VSP vehicle speed
  • FIGS. 5 and 10 one dot chain line curve illustrates the variation of ordinary target driving force (tTd#n) when the vehicle operator depresses the vehicle's accelerator pedal from the released position.
  • the proposed driving system further includes a driving force correction generator that determines a driving force correction (ADDFD) in response to the running resistance increment (RESTRQ), and a corrected target driving force generator where the driving force correction (ADDFD) is added to the ordinary target driving force (tTd#n) to produce a corrected target driving force driving force (tTd).
  • This corrected target driving force (tTd) is used to determine a target engine torque (tTe) and a target CVT ratio (tRATIO).
  • FIG 5 illustrate the variation of the corrected target driving force (tTd) when the vehicle operator depresses the vehicle's accelerator pedal from the released position under a condition where the running resistance increment (RESTRQ) is large enough to cause the driving force correction generator to provide a substantial amount of driving force correction (ADDFD).
  • RESTRQ running resistance increment
  • the engine is adjusted to produce engine torque needed to accomplish the corrected target driving force that has been given after addition of the driving force correction (ADDFD) to the ordinary target driving force (tTd#n). If the driving force correction (ADDFD) is not zero, occurrence of shocks due to a change in engine torque is unavoidable.
  • ADDFD driving force correction
  • the reference character A represents an operation point when the accelerator pedal is released.
  • the driving force correction (ADDFD) is zero so that correction of the ordinary target driving force (tTd#n) is not carried out. If the accelerator pedal is slightly depressed from the released position by an amount ⁇ 1, the driving force correction (ADDFD) becomes greater than zero so that the corrected driving force (tTd) jumps from the operation point A to an operation point B+, and then increases to an operation point C.
  • a driving force control system for an automotive vehicle powertrain including a prime mover and an automatic transmission, the driving force control system comprising:
  • a first sensor to detect the vehicle's operator demand on driving force to drive the vehicle
  • a second sensor to detect a predetermined parameter vehicle speed of the vehicle
  • microprocessor that is programmed to be operative
  • FIG. 1 is a block diagram of an automotive vehicle having driving wheels, a powertrain including an engine and an automatic transmission, and a powertrain control module (PCM).
  • PCM powertrain control module
  • FIG. 2 is a control diagram, illustrating a first preferred implementation according to the present invention.
  • FIG. 3 is a graphical representation of characteristic of variation of a preliminary driving force correction (TADDFD) against variation of an increment in running resistance (RESTRQ).
  • FIG. 4 is a graphical representation of characteristic of variation of limit criteria (ADDFDLM) against variation of an accelerator pedal opening (APO).
  • FIG. 5 is a graphical representation of characteristic of variation of driving force against variation of APO.
  • FIG. 6 is a flow chart of a control routine implementing the present invention.
  • FIG. 7 is a control diagram illustrating a second preferred implementation according to the present invention.
  • FIG. 8 is a schematic view of a digitized map, illustrating further preferred implementation according to the present invention.
  • FIG. 9 is a flow chart of a control routine implementing the present invention.
  • FIG. 10 illustrates, by the one-dot chain line, a curve that represents variation of the ordinary target driving force versus variation of APO, and by the fully drawn line, a curve that represents variation of corrected target driving force versus variation of APO according to the previously proposed driving control system.
  • FIG. 1 is a schematic view of a passenger automobile installed with a driving force control system implementing the present invention.
  • the automobile has a powertrain including a prime mover in the form of an internal combustion engine 101 and an automatic transmission 103 , and a powertrain control module (PCM) 50 .
  • Output from the engine 101 is transmitted via the automatic transmission 103 to driving wheels.
  • the PCM 50 controls engine torque of the engine 101 and a speed ratio, a ratio between a transmission input shaft speed and a transmission output shaft speed, of the automatic transmission 103 in such a manner as to cause the powertrain to produce driving force desired.
  • An accelerator pedal position detector in the form of an accelerator pedal opening sensor 105 is operatively connected to a manually operable accelerator, such as for example, an accelerator pedal, to feed operator demand on driving force to the PCM 50 .
  • the accelerator pedal opening sensor 105 detects an accelerator position and generates an APO signal indicative of the detected accelerator position. This APO signal is fed as an input to the PCM 50 .
  • the vehicle operator depresses the accelerator pedal to express driving force demand.
  • the APO signal is indicative of driving force demand, i.e., operator demand on driving force
  • the accelerator pedal opening sensor 105 is a sensor to detect vehicle's operator demand on driving force.
  • any other form of sensor may be employed for this purpose.
  • the automatic transmission 103 has plurality of ranges that may be selected by a range select lever 107 .
  • An inhibitor switch 108 is operatively connected to the range select lever 107 to detect which range is being selected and generates a select signal indicative of the range being selected by the select lever 107 .
  • the select signal is fed as an input to the PCM 50 .
  • a vehicle speed sensor 11 detects a predetermined parameter indicative of the vehicle speed and generates a vehicle speed signal VSP.
  • the vehicle speed sensor 11 may take any form as long as it could output signal indicative of the vehicle speed.
  • the vehicle speed signal VSP is fed as an input to the PCM 50 .
  • a crankshaft angle sensor not shown, generates an engine speed signal NRPM.
  • the engine speed signal NRPM is fed as an input to the PCM 50 .
  • the PCM 50 Based on input signals including the above-mentioned input signals, the PCM 50 conducts adjustment of engine torque of the engine 101 and adjustment of the ratio within the automatic transmission 103 to produce driving torque transmitted to the driving wheels.
  • the adjustment of engine torque may be made by varying one of or any combination of fuel injection quantity Tp, intake air flow rate Qa, and spark timing.
  • an electronically controlled throttle valve 102 is disposed in an intake passage of the engine 101 .
  • a throttle control module adjusts the position of the throttle valve 102 .
  • the automatic transmission 103 includes a continuously variable transmission (CVT) that can alter a ratio continuously in response to a ratio command from the PCM 50 .
  • the PCM 50 multiplies a predetermined constant with the vehicle speed VSP to give a transmission output shaft speed No.
  • An input shaft speed sensor 12 detects revolution speed of the transmission input shaft and generates an input shaft speed signal Nin indicative of the detected speed of the transmission input shaft.
  • the input shaft speed signal Nin is fed as input to the PCM 50 .
  • the PCM 50 calculates a ratio RATIO Nin/No and determines the ratio command and applies it to a ratio control mechanism of the CVT 103 to match a target ratio tRATIO that is determined by the PCM 50 .
  • the CVT may be of the V belt type or the toroidal type. Rotation of the output shaft of the automatic transmission 103 is transmitted via a final-drive to the vehicle driving wheels.
  • the final-drive has a fixed ratio.
  • the PCM 50 is in the form of a microprocessor that includes a CPU, a ROM, a RAM, and an input/output device.
  • FIG. 2 is a control block diagram of the driving force control. It includes an ordinary target driving force generator (OTDFG) 1 , a running resistance increment generator (RRIG) 2 , a preliminary driving force correction generator (PDFCG) 4 , a corrected target driving force generator (CTDFG) 6 , a target engine torque generator (TETG) 7 , and a target ratio generator (TRG) 8 . It also includes a limit criteria 3 and a select low switch 5 .
  • ODFG ordinary target driving force generator
  • RRIG running resistance increment generator
  • PDFCG preliminary driving force correction generator
  • CDFG corrected target driving force generator
  • TETG target engine torque generator
  • TRG target ratio generator
  • the OTDFG 1 inputs APO and VSP.
  • the OTDFG 1 includes a memory storing a predetermined tTd#n vs. (APO, VSP) map that defines various target values indicative of ordinary target driving force tTd#n at various values of VSP with various values of APO.
  • Each target value tTd#n exhibits ordinary driving force needed to accomplish a desired traveling performance of a vehicle on a flat road having 0% gradient.
  • the OTDFG 1 performs a table look-up operation of the map using APO and VSP to determine an ordinary target driving force tTd#n and provides the determined ordinary target driving force tTd#n to the CTDFG 6 .
  • tTd#n can be expressed as
  • tTd#n MAP [APO, VSP] (1).
  • the RRIG 2 calculates an increase in running resistance from a standard value of running resistance to give a running resistance increment RESTRQ.
  • the running resistance increment RESTRQ is indicative of a value resulting from converting the increment of running resistance force to the increment of resistance torque transmitted to the transmission output shaft.
  • the PDFCG 6 inputs RESTRQ and determines a preliminary driving force correction TADDFD.
  • the RRIG 2 includes a driving torque generator (DTG) 21 , a standard running resistance generator (SRRG) 22 , and an acceleration resistance generator (ARG) 23 .
  • the DTG 21 inputs Tp and NRPM.
  • the DTG 21 includes a memory storing a predetermined ENGTRQ vs., (Tp, NRPM) map that defines various values of engine torque to be produced by the engine 101 against various combinations of values of Tp and values of NRPM.
  • the DTG 21 performs a table look-up operation of this map using Tp and NRPM to determine an engine torque ENGTRQ. It multiplies the determined ENGTRQ with a current speed ratio RATIO established within the CVT 103 and a torque transmission ratio ⁇ RATIO established within a torque converter to give an driving torque TRQOUT transmitted to the transmission output shaft.
  • the driving torque TRQOUT can be expressed as
  • TRQOUT ENGTRQ ⁇ RATIO ⁇ RATIO (2).
  • the SRRG 22 inputs VSP.
  • the SRG B 22 includes a memory storing a predetermined RLDTRQ vs., VSP map that defines various value of standard running resistance RLDTRQ against various values VSP.
  • the standard running resistance RLDTRQ is indicative of a value resulting from converting the standard running resistance force to the resistance torque transmitted to the transmission output shaft.
  • the standard running resistance RLDTRQ can be expressed as
  • the ARG 23 inputs vehicle acceleration GDATA [m/s 2 ] that is derived as the first time derivative of VSP or as a measure of an accelerometer. Vehicle weight WV, tire radius rTIRE [m] and inverse of final reduction ratio zRATIO are stored as reference data in the ARG 23 .
  • the ARG 23 determines an acceleration resistance GTRQ as a product of GDATA, WV, rTIRE, and zRATIO as expressed as
  • GTRQ GDATA ⁇ WV ⁇ rTIRE ⁇ ZRATIO (4).
  • the vehicle acceleration GDATA is converted to the acceleration resistance torque of the transmission output shaft.
  • the RRIG 20 calculates a sum RLDTRQ and GTRQ and subtracts the sum from TRQOUT to give the running resistance increment RESTRQ.
  • the RRIG 20 provides RESTRQ to the PDFCG 4 .
  • the running resistance increment RESTRQ can be expressed as
  • RESTRQ TRQOUT ⁇ (RLDTRQ+GTRQ) (5).
  • the PDFCG 4 includes a memory storing a predetermined TADDFD vs., RESTRQ map as illustrated by the fully drawn line in FIG. 3 and performs a table look-up operation of the stored map using RESTRQ to determine a preliminary driving force correction TADDFD.
  • the preliminary driving force correction TADDFD which is expressed in terms of the same dimension [N] as the target value tTd#n, is set less than a value resulting from converting RESTRQ to running resistance force. This relation can be expressed as
  • the limit criteria 3 include a memory storing a predetermined map as illustrated by the fully drawn line in FIG. 4 . This map defines values of a driving force correction upper limit ADDFDLM against values of APO. At the limit criteria 3 , ADDFDLM is determined which corresponds to APO.
  • the limit criteria 3 provide ADDFDLM to the select low switch 5 .
  • the PDFCG 4 provides TADDFD to the select low switch 5 .
  • the select low switch 5 outputs a lower one of ADDFDLM and TADDFD as a driving force correction ADDFD.
  • the select low switch 5 provides ADDFD to the CTDFG 6 .
  • the CTDFG 6 adds ADDFD to tTd#n to give a target driving force tTd.
  • the target driving force tTd can be expressed as
  • the CTDFG 6 provides tTd to a target engine torque generator (TETG) 7 and also to a target ratio generator (TRG) 8 .
  • TETG target engine torque generator
  • TRG target ratio generator
  • the TETG 7 receives RATIO, rTIRE, and zRATIO as well as tTd and determines a target engine torque tTe after calculating the following equation:
  • tTe tTd ⁇ rTIRE ⁇ ZRATIO ⁇ RATIO (8).
  • the TETG 7 provides tTe to the engine 101 .
  • the TCM 51 determines the position of the electronically controlled throttle valve 102
  • a control section of the engine 101 determines Tp and spark timing.
  • the TRG 8 receives VSP as well as tTd and determines a target speed ratio tRATIO using VSP and tTd.
  • the TRG 8 has a memory storing a predetermined tRATIO vs., (tTd, VSP) map that defines various values of tRATIO against various combinations of values of VSP and values of tTd. In determining tRATIO, the TRG 8 performs a table look-up operation of this predetermined map using VSP and tTd.
  • the TRG 8 provides tRATIO to a ratio control mechanism of the CVT 103 .
  • the ratio control mechanism adjusts RATIO within the CVT 103 to tRATIO.
  • FIG. 3 illustrates the TADDFD vs., RESTRQ map that is stored in the PDFCG 4 .
  • TADDFD is set against RESTRQ and used to compensate for a shortage in acceleration.
  • the fully drawn interconnected line segments shown in FIG. 3 illustrate the TADDFD vs., RESTRQ map used in the PDFCG 4 .
  • TADDFD Over values of RESTRQ not greater than a first predetermined value RES#TLEV1, zero is set as TADDFD.
  • TADDFD is zero, thus preventing occurrence of any unexpected driving force correction due to, for example, an error in calculating RESTRQ, a small variation in wind against the vehicle or a small variation in running resistance derived from a gradual gradient change.
  • TADDFD over values of RESTRQ greater than RES#TLEV1 but not greater than a second predetermined value RES#TLEV2, TADDFD can be expressed as
  • TADDFD 0.5 ⁇ RESTRQ/zRATIO/rTIRE (9).
  • RESTRQ is divided by zRATIO to give torque on the driving wheel shaft, and this torque is divided by the tire radius rTIRE to convert the dimension from torque [Nm] to force [N], and 50% of the force given by this conversion is set as TADDFD. This percentage is not limited to 50% and may take an appropriate value less than 100%. The remaining portion of RESTRQ left unconverted is not translated into TADDFD, leaving a room for the vehicle operator to participate the driving force correction by depressing the accelerator pedal, thus providing a natural acceleration fit to the vehicle operator's demand.
  • TADDFD 0.5 ⁇ RESTRQ/zRATIO/rTIRE.
  • TADDFD is kept at a predetermined value ADDFDLMmax.
  • TADDFD ADDFDLMmax.
  • ADDFDLMmax is the maximum value that may be determined at the limit criteria 3 (see FIG. 4 ).
  • FIG. 4 illustrates an ADDFDLM vs., APO map used at the limit criteria 3 .
  • ADDFDLM Over values of APO from 0 to a predetermined intermediate value ⁇ , ADDFDLM increases an a predetermined ramp rate as APO increases from 0 to the predetermined value ⁇ .
  • the predetermined value ⁇ is 3/8 or 4/8 if the maximum of APO is 8/8.
  • the select low switch 5 selects a lower one of TADDFD and ADDFDLM to give the result as ADDFD.
  • the select low switch 5 provides the ADDFD to the CTDFG 6 .
  • the ADDFD is added to tTd#n.
  • ADDFD gradually increases along the ramp of TADDFD as the accelerator pedal is depressed from the released position. This provides a smooth acceleration without any shock imparted to the vehicle body, resulting in enhancement of drivability.
  • the select low switch 5 sets TADDFD as ADDFD. Accordingly, the correction of the tTd#n is made to produce acceleration high enough to meet RESTRQ with good accuracy.
  • FIG. 6 is a flow chart of a control routine implementing the present invention.
  • the control routine is stored in the ROM of the microprocessor that forms the PCM 50 .
  • the CPU inputs VSP, APO, and NRPN.
  • the CPU determines tTd#n by performing a table look-up operation, using APO and VSP, of the tTd#n vs., (APO, VSP) map illustrated in FIG. 2 .
  • the controller 3 determines ENGTRQ by performing a table look-up operation, using TP and NRPN, of the ENGTRQ vs., (Tp, NRPM) map illustrated in FIG. 2 calculates a product of ENGTRQ, RATIO, and ⁇ RATIO to give TRQOUT.
  • the CPU determines RLDTRQ by performing a table look-up operation, using VSP, of the RLDTRQ vs., VSP map illustrated in FIG. 2 .
  • the CPU determines GTRQ after calculating a product of GDA TA, WV, rTIRE, and zRATIO.
  • step S 6 the CPU determines RESTRQ after subtracting (RLDTRQ+GTRQ) from TRQOUT.
  • the CPU determines TADDFD by performing a table look-up operation, using RESTRQ, of the TADDFD vs., RESTRQ map illustrated in FIG. 3 .
  • step S 8 the CPU determines ADDFDLM by performing a table look-up operation, using APO, of the ADDFDLM vs., APO map illustrated in FIG. 4 .
  • step S 9 the CPU determines whether or not TADDFD ⁇ ADDFDLM. If this is the case, the routine proceeds to step S 10 .
  • step S 11 the routine proceeds to step S 11 .
  • step S 10 the CPU sets TADDFD as ADDFD.
  • step S 11 the CPU sets ADDFDLM as ADDFD.
  • step S 12 the CPU determines tTd by adding ADDFD to tTd#n.
  • the target driving force tTd thus determined as explained above is fed to the TETG 7 and also to TRG 8 .
  • FIG. 7 illustrates a second preferred implementation according to the present invention.
  • the second preferred implementation is substantially the same as the first preferred implementation except the provision of a correction rate generator (CRG) 30 and a multiplier 31 instead of the limit criteria 3 and select low switch 5 (see FIG. 2 ).
  • CCG correction rate generator
  • the CRG 30 determines a correction rate RADDFD against APO.
  • RADDFD may take a value falling in a range as follows:
  • RADDFD gradually increases from 0 toward 1.
  • the multiplier 31 calculates a product of RADDFD and TADDFD to give ADDFD.
  • the ADDFD determined by the multiplier 31 is fed to a CTDFG 6 .
  • the ADDFD is added to tTd#n to give tTd.
  • TADDFD has a substantial value greater than zero. If, under this condition, the accelerator pedal is depressed from the released position, TADDFD will not be added to tTd#n. Instead, ADDFD that gradually increases from zero (see FIG. 4) is added to tTd#n until RADDFD becomes equal to 1.
  • the correction of the tTd#n is made to produce acceleration high enough to meet RESTRQ with good accuracy.
  • FIGS. 1, 8 , and 9 a description is made on a third preferred implementation according to the present invention.
  • the third preferred implementation is substantially the same as the first or second preferred implementation except the manner of determining RESTRQ.
  • road gradient ⁇ is estimated based on digital road maps.
  • a GPS antenna 113 is integrated with a dead reckoning with map matching unit 54 for automobile navigation.
  • Digital road maps containing topographical information are stored in an appropriate recording medium, such as, CD-ROM or DVD-ROM, in the unit 54 .
  • the unit 54 transmits position and topographical information to an environment information processing module (EIPM) 52 .
  • the EIPM 52 determines road gradient ⁇ based on the position and topographical information and calculates based on the road gradient ⁇ to determine RESTRQ.
  • the determined RESTRQ is fed to a PDFCG 4 in a similar manner to FIG. 2 or 7 .
  • FIG. 9 is a flow chart of a control routine implementing the present invention to determine RESTRQ.
  • the CPU of the EIPM 52 inputs a vehicle's location, mesh numbers MESHNO of nodes of a current enclosed area around the vehicle's location, the vehicle's heading, and an angle ⁇ of direction of travel with respect to an X-axis direction intersecting the vehicle.
  • FIG. 8 shows a portion of an image of a digital map in which each of enclosed areas is determined by an X-Y grid.
  • X-axis extends from west to east, and Y-axis extends from south to north.
  • the vehicle's location is within an enclosed square area having four nodes NW, NE, SE, and SW identified by mesh numbers 123568, 123569, 129034, and 129033, respectively.
  • the X-Y coordinates of the node points are included in a database along with altitude data at the node points.
  • the four nodes NW, NE, SE, and SW have altitude data htNW, htNE, htSE, and htSW, respectively.
  • LEN represents a length of each of line segments surrounding one of enclosed areas and interconnecting nodes.
  • step S 22 the CPU inputs altitude data htNW, htNE, htSE, and htSW of the vicinity nodes identified by the mesh numbers MESHNO and stores them at data[MESHNO].
  • the CPU determines the average gradient in X direction SUBG#E and the average gradient in Y direction SUBG#N by calculating the equations as follows:
  • step S 24 the CPU determines a road gradient ⁇ in the direction of vehicle's travel by calculating the equation as follows:
  • the CPU determines RESTRQ by calculating the equation as follows:
  • the target value tTd#n has been expressed in terms of the vehicle driving force.
  • This target value tTd#n may be a predetermined parameter indicative of the vehicle driving force. Examples of the predetermined parameter are driving wheel shaft torque and transmission output shaft torque.
  • TADDFD and ADDFDLM are expressed in terms of torque on the driving wheel shaft.
  • TADDFD can be expressed as
  • the target engine torque tTe can be expressed as
  • TADDFD and ADDFDLM are expressed in terms of torque on the transmission output shaft.
  • TADDFD can be expressed as
  • the target engine torque tTe can be expressed as
  • both the engine torque and the ratio are controlled based on tTd to accomplish the driving force expressed by tTd.
  • the manner of accomplishing tTd is not limited to this example. It is possible to control the engine torque based on tTd and to control the ratio without any reference to tTd.
  • FIG. 2 illustrating a driving torque generator (DTG) 2 , a standard resistance generator 3 , and a summation point to make subtraction of RLDTRQ from TRQALL to give RESTRQ.
  • TSG driving torque generator

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
US09/547,884 1999-04-12 2000-04-12 Vehicle driving force control with operator power demand responsive correction Expired - Lifetime US6330504B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP11-103693 1999-04-12
JP10369399A JP3767244B2 (ja) 1999-04-12 1999-04-12 車両の駆動力制御装置

Publications (1)

Publication Number Publication Date
US6330504B1 true US6330504B1 (en) 2001-12-11

Family

ID=14360873

Family Applications (1)

Application Number Title Priority Date Filing Date
US09/547,884 Expired - Lifetime US6330504B1 (en) 1999-04-12 2000-04-12 Vehicle driving force control with operator power demand responsive correction

Country Status (4)

Country Link
US (1) US6330504B1 (fr)
EP (1) EP1045121B1 (fr)
JP (1) JP3767244B2 (fr)
DE (1) DE60043556D1 (fr)

Cited By (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6560522B2 (en) * 2000-12-26 2003-05-06 Nissan Motor, Co., Ltd. Driving force control apparatus
US6652417B2 (en) * 2000-12-22 2003-11-25 Nissan Motor Co., Ltd. Engine controlling apparatus and method for a car
US6663535B2 (en) * 2000-06-01 2003-12-16 Cummins Inc. Method and system for managing torque of a drivetrain
US20050143896A1 (en) * 2003-12-24 2005-06-30 Mamoru Sawada Vehicle integration control system and program
US20070032926A1 (en) * 2005-08-02 2007-02-08 Ford Global Technologies, Llc Optimal engine operating power management strategy for a hybrid electric vehicle powertrain
US20070029119A1 (en) * 2005-08-02 2007-02-08 Ford Global Technologies, Llc Method and system for determining final desired wheel power in a hybrid electric vehicle powertrain
US20070197342A1 (en) * 2003-12-23 2007-08-23 Daimlerchrysler Ag Device with a unit for actuating a continuously variable motor vehicle transmission
US20080300760A1 (en) * 2006-02-23 2008-12-04 Toyota Jidosha Kabushiki Kaisha Vehicle Driving Force Control Apparatus and Method
US20110266760A1 (en) * 2008-10-31 2011-11-03 Toyota Jidosha Kabushiki Kaisha Vibration-damping controlling apparatus of vehicle
US8121767B2 (en) * 2007-11-02 2012-02-21 GM Global Technology Operations LLC Predicted and immediate output torque control architecture for a hybrid powertrain system
US8240230B2 (en) 2005-01-18 2012-08-14 Kongsberg Automotive Holding Asa, Inc. Pedal sensor and method
US20120323401A1 (en) * 2011-06-17 2012-12-20 GM Global Technology Operations LLC Output torque rate limiting based on a request busyness indicator that considers the recent time history of the output torque request
CN104691553A (zh) * 2013-12-10 2015-06-10 罗伯特·博世有限公司 用于监控车辆的驱动装置的方法
US20150224996A1 (en) * 2012-09-11 2015-08-13 Renault S.A.S Device and method for estimating the charge of a motor vehicle
US10252720B2 (en) * 2015-11-27 2019-04-09 Robert Bosch Gmbh Method and device for operating a motor vehicle
CN112930288A (zh) * 2018-11-19 2021-06-08 株式会社小松制作所 作业车辆、作业车辆的控制装置及控制方法

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3941640B2 (ja) * 2002-09-18 2007-07-04 日産自動車株式会社 車両用運転操作補助装置、車両用運転操作補助方法、およびその方法を適用した車両
JP3882797B2 (ja) 2003-08-08 2007-02-21 日産自動車株式会社 車両用運転操作補助装置および車両用運転操作補助装置を備える車両
JP4853565B2 (ja) * 2009-10-21 2012-01-11 日産自動車株式会社 車両の駆動力制御装置
JP4915445B2 (ja) * 2009-11-06 2012-04-11 三菱電機株式会社 車両駆動力制御装置
KR101955614B1 (ko) * 2017-01-19 2019-03-08 (주)에코플러스 가속페달을 사용한 차량의 출력제어 시스템
FR3075735B1 (fr) * 2017-12-21 2019-11-15 Renault S.A.S Procede de determination de la consigne de couple d'un moteur de vehicule automobile
KR102463470B1 (ko) 2018-03-26 2022-11-04 현대자동차주식회사 파워 트레인의 통합 제어 방법 및 통합 제어기
FR3089162B1 (fr) 2018-11-30 2022-10-14 Renault Sas Procédé et système de contrôle continu de l’accélération d’un véhicule automobile hybride
FR3102964B1 (fr) 2019-11-08 2022-07-01 Renault Sas Procédé de commande d’un groupe motopropulseur pour véhicule automobile comprenant au moins deux sources de puissance motrice.
CN111873991B (zh) * 2020-07-22 2022-04-08 中国第一汽车股份有限公司 一种车辆转向的控制方法、装置、终端及存储介质
FR3143507A1 (fr) * 2022-12-14 2024-06-21 Renault S.A.S Procédé de compensation de forces résistives appliquées à un véhicule

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0688541A (ja) 1992-09-08 1994-03-29 Hitachi Ltd 車両用駆動力制御装置
US5465208A (en) * 1992-05-13 1995-11-07 Honda Giken Kogyo Kabushiki Kaisha Power source output control system of vehicle with travel resistance detector
US5557519A (en) * 1990-11-26 1996-09-17 Mitsubishi Denki Kabushiki Kaisha Apparatus for detecting the running resistance of a vehicle
US5728026A (en) * 1995-06-16 1998-03-17 Aisin Aw Co., Ltd. Control system for automatic transmission
JPH10266882A (ja) 1997-03-24 1998-10-06 Nissan Motor Co Ltd 車両の駆動力制御装置
US5832400A (en) * 1994-09-05 1998-11-03 Nissan Motor Co.., Ltd. Controlling vehicular driving force in anticipation of road situation on which vehicle is to run utilizing vehicular navigation system
US6106434A (en) * 1997-05-14 2000-08-22 Hitachi, Ltd. Apparatus and method for controlling gearshifts in response to gradient, vehicle speed and busy shift areas or engine brake areas
US6169949B1 (en) * 1998-04-07 2001-01-02 Hitachi, Ltd. Control apparatus of automatic transmission for vehicle and control method of automatic transmission for vehicle

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61119856A (ja) * 1984-09-25 1986-06-07 Toyota Motor Corp 無段変速機を備えた車両の駆動力制御装置
EP0531552B1 (fr) * 1991-04-02 1996-11-20 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Dispositif de commande pour moteur a combustion interne et systeme de transmission variable en continu
JP3461572B2 (ja) * 1994-06-09 2003-10-27 株式会社日立ユニシアオートモティブ 車両の制御装置
JP3212546B2 (ja) 1997-08-25 2001-09-25 ファナック株式会社 ロボット非常停止用デッドマンスイッチ機構並びに教示操作盤
JPH1158291A (ja) 1997-08-27 1999-03-02 Fuji Elelctrochem Co Ltd 積層シートの切断方法およびその装置
JPH11103693A (ja) 1997-10-07 1999-04-20 Suzutec Co Ltd 土供給装置
JP3463855B2 (ja) * 1997-12-18 2003-11-05 富士重工業株式会社 無段変速機の変速制御装置
JP3589073B2 (ja) * 1999-03-05 2004-11-17 日産自動車株式会社 車両駆動力制御装置

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5557519A (en) * 1990-11-26 1996-09-17 Mitsubishi Denki Kabushiki Kaisha Apparatus for detecting the running resistance of a vehicle
US5465208A (en) * 1992-05-13 1995-11-07 Honda Giken Kogyo Kabushiki Kaisha Power source output control system of vehicle with travel resistance detector
JPH0688541A (ja) 1992-09-08 1994-03-29 Hitachi Ltd 車両用駆動力制御装置
US5832400A (en) * 1994-09-05 1998-11-03 Nissan Motor Co.., Ltd. Controlling vehicular driving force in anticipation of road situation on which vehicle is to run utilizing vehicular navigation system
US5728026A (en) * 1995-06-16 1998-03-17 Aisin Aw Co., Ltd. Control system for automatic transmission
JPH10266882A (ja) 1997-03-24 1998-10-06 Nissan Motor Co Ltd 車両の駆動力制御装置
US6106434A (en) * 1997-05-14 2000-08-22 Hitachi, Ltd. Apparatus and method for controlling gearshifts in response to gradient, vehicle speed and busy shift areas or engine brake areas
US6169949B1 (en) * 1998-04-07 2001-01-02 Hitachi, Ltd. Control apparatus of automatic transmission for vehicle and control method of automatic transmission for vehicle

Cited By (28)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6663535B2 (en) * 2000-06-01 2003-12-16 Cummins Inc. Method and system for managing torque of a drivetrain
US6652417B2 (en) * 2000-12-22 2003-11-25 Nissan Motor Co., Ltd. Engine controlling apparatus and method for a car
US6560522B2 (en) * 2000-12-26 2003-05-06 Nissan Motor, Co., Ltd. Driving force control apparatus
US20070197342A1 (en) * 2003-12-23 2007-08-23 Daimlerchrysler Ag Device with a unit for actuating a continuously variable motor vehicle transmission
US7457697B2 (en) * 2003-12-24 2008-11-25 Denso Corporation Vehicle integration control system and program
US20050143896A1 (en) * 2003-12-24 2005-06-30 Mamoru Sawada Vehicle integration control system and program
US8240230B2 (en) 2005-01-18 2012-08-14 Kongsberg Automotive Holding Asa, Inc. Pedal sensor and method
US8041495B2 (en) 2005-08-02 2011-10-18 Ford Global Technologies, Llc Optimal engine operating power management strategy for a hybrid electric vehicle powertrain
US20070032926A1 (en) * 2005-08-02 2007-02-08 Ford Global Technologies, Llc Optimal engine operating power management strategy for a hybrid electric vehicle powertrain
US7398147B2 (en) 2005-08-02 2008-07-08 Ford Global Technologies, Llc Optimal engine operating power management strategy for a hybrid electric vehicle powertrain
US10023175B2 (en) 2005-08-02 2018-07-17 Ford Global Technologies, Llc Optimal engine operating power management strategy for a hybrid electric vehicle powertrain
US7617893B2 (en) * 2005-08-02 2009-11-17 Ford Global Technologies, Llc Method and system for determining final desired wheel power in a hybrid electric vehicle powertrain
US7801662B2 (en) 2005-08-02 2010-09-21 Ford Global Technologies, Llc Optimal engine operating power management strategy for a hybrid electric vehicle powertrain
US20110010032A1 (en) * 2005-08-02 2011-01-13 Ford Global Technologies, Llc Optimal Engine Operating Power Management Strategy for a Hybrid Electric Vehicle Powertrain
US20070029119A1 (en) * 2005-08-02 2007-02-08 Ford Global Technologies, Llc Method and system for determining final desired wheel power in a hybrid electric vehicle powertrain
US20080243325A1 (en) * 2005-08-02 2008-10-02 Ford Global Technologies Llc Optimal engine operating power management strategy for a hybrid electric vehicle powertrain
US8175779B2 (en) * 2006-02-23 2012-05-08 Toyota Jidosha Kabushiki Kaisha Vehicle driving force control apparatus and method
US20080300760A1 (en) * 2006-02-23 2008-12-04 Toyota Jidosha Kabushiki Kaisha Vehicle Driving Force Control Apparatus and Method
US8121767B2 (en) * 2007-11-02 2012-02-21 GM Global Technology Operations LLC Predicted and immediate output torque control architecture for a hybrid powertrain system
US20110266760A1 (en) * 2008-10-31 2011-11-03 Toyota Jidosha Kabushiki Kaisha Vibration-damping controlling apparatus of vehicle
US20120323401A1 (en) * 2011-06-17 2012-12-20 GM Global Technology Operations LLC Output torque rate limiting based on a request busyness indicator that considers the recent time history of the output torque request
US8560144B2 (en) * 2011-06-17 2013-10-15 GM Global Technology Operations LLC Output torque rate limiting based on a request busyness indicator that considers the recent time history of the output torque request
US20150224996A1 (en) * 2012-09-11 2015-08-13 Renault S.A.S Device and method for estimating the charge of a motor vehicle
US9505414B2 (en) * 2012-09-11 2016-11-29 Renault S.A.S. Device and method for estimating the charge of a motor vehicle
CN104691553A (zh) * 2013-12-10 2015-06-10 罗伯特·博世有限公司 用于监控车辆的驱动装置的方法
US20150158497A1 (en) * 2013-12-10 2015-06-11 Robert Bosch Gmbh Method for monitoring a drive of a vehicle
US10252720B2 (en) * 2015-11-27 2019-04-09 Robert Bosch Gmbh Method and device for operating a motor vehicle
CN112930288A (zh) * 2018-11-19 2021-06-08 株式会社小松制作所 作业车辆、作业车辆的控制装置及控制方法

Also Published As

Publication number Publication date
JP3767244B2 (ja) 2006-04-19
EP1045121A2 (fr) 2000-10-18
EP1045121A3 (fr) 2002-01-02
DE60043556D1 (de) 2010-02-04
EP1045121B1 (fr) 2009-12-23
JP2000297662A (ja) 2000-10-24

Similar Documents

Publication Publication Date Title
US6330504B1 (en) Vehicle driving force control with operator power demand responsive correction
EP2467288B1 (fr) Système contrôle véhicule
US6679807B2 (en) Vehicle driving control device and method
US6389347B1 (en) Vehicle driving force control with different corrections for engine torque control an CVT ratio control
US7011602B2 (en) Shift control for continuously-variable transmission
RU2505432C2 (ru) Система управления транспортного средства
US9630610B2 (en) Driving force control system for vehicle
US8909386B2 (en) Vehicle control system
US5507705A (en) Vehicle control device
US7222012B2 (en) Axle torque based powertrain braking with range selection for coordinated torque control (CTC)
US8301351B2 (en) Gear shift system for vehicle, control method and control device for automatic transmission
US6306062B1 (en) Driving force control with gradient resistance torque dependent correction factor
WO2018207870A1 (fr) Dispositif de commande de véhicule
US6599220B2 (en) Control of infinitely variable transmission
US6345222B1 (en) Vehicle driving force control with differential dependent correction
US6497636B2 (en) Method and apparatus for controlling a continuously variable automatic transmission
US6282465B1 (en) Driving force control for automotive vehicle
JP3203602B2 (ja) 自動車とその動力制御方法及び装置
JPH07127731A (ja) 自動変速機の変速制御装置
JPH11193731A (ja) 駆動力制御装置
JPH0674321A (ja) 自動変速機の変速制御装置
JPH07453B2 (ja) 車両の駆動出力制御方法
JPH06293230A (ja) 自動変速機とエンジンとの総合制御装置
JPS60132039A (ja) 内燃機関の制御装置

Legal Events

Date Code Title Description
AS Assignment

Owner name: NISSAN MOTOR CO., LTD., JAPAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:TOUKURA, NOBUSUKE;NOZAKI, MIKIO;YOSHINOYA, DAISUKE;AND OTHERS;REEL/FRAME:011025/0224;SIGNING DATES FROM 20000517 TO 20000524

STCF Information on status: patent grant

Free format text: PATENTED CASE

FEPP Fee payment procedure

Free format text: PAYOR NUMBER ASSIGNED (ORIGINAL EVENT CODE: ASPN); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

FPAY Fee payment

Year of fee payment: 4

FPAY Fee payment

Year of fee payment: 8

FPAY Fee payment

Year of fee payment: 12